Front tow extended saddle

ABSTRACT

A front tow extended saddle is disclosed. The saddle allows a first towing truck to mount a second truck, facing forward, behind the first truck, in order to tow the second truck to a distant location. The saddle allows the towed truck to face forward during transport, thus allowing for the normal loads and stresses of movement on the towed truck. This configuration is preferable to movement with the towed truck facing-rearward, in which the typical aerodynamic surfaces of a large truck act as a drag during transport, imposing high wind loads and unusual stresses. The front tow extended saddle is also designed to minimize the required vertical rise on the towed truck, which also avoids additional stresses during loading and unloading onto the towing truck.

RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.11/463,390 filed on Aug. 9, 2006, now U.S. Pat. No. 7,980,582.

FIELD OF THE INVENTION

This invention generally relates to towed motor vehicle transportationand tools for assisting in towing of vehicles from one location toanother location.

BACKGROUND OF THE INVENTION

The economy of the United States, if not of the world, depends to agreat extent on fleets of large trucks for the distribution of goods,such as foods, consumer products, durable goods, and even industrialequipment. There are many manufacturers of such trucks, which concernprimarily, but are not limited to, class 7 or class 8 over-the-roadtrucks. Once these trucks are manufactured, they require shipment ortransportation either to the carrier or other company for whom the truckwas made, or to a dealer who sells or leases these trucks. The mostobvious method to transport these trucks is by driving them directly totheir destination. This method has disadvantages, at least because eachtruck requires a driver, who must be paid for his or her services andfor whom return transportation must be arranged.

In order to overcome the necessity of a driver for delivering eachtruck, a variety of techniques have been devised to use a first truckthat will carry or tow one or more additional trucks to the desireddestination. One example is shown in U.S. Pat. No. 4,555,214. Thispatent discloses a tow bar that attaches to the fifth wheel of both thetowing vehicle and the towed vehicle. The towed vehicle is towed in arear-ward fashion behind the front vehicle. Using this technique, thetowed vehicle is exposed to the full force of the air that isencountered during the tow. Any aerodynamic surfaces of the towedvehicle will be subjected to reverse stresses, i.e., the wind willimpose loads on the truck at 180° from the direction expected during thedesign of the truck. Thus, the roof cap, side fairings, and anyadditional fairings, such as side and chassis fairings, should be bracedor buttressed for the trip. This adds additional cost to the delivery ofthe truck. In addition, it is not clear that, even using both fifthwheels, the towed truck will have sufficient freedom of movement to beable to rotate slightly during turns.

Another technique is disclosed in U.S. Pat. No. 4,867,468. This patentdiscloses a decking bar that mounts to the truck chassis in front of andabove the front axle of the towed vehicle. The decking bar has arelatively uniform cross section with differently-shaped end portionsand is also relatively short. Using this technique, the towed truck islifted vertically and is not drawn close in a horizontal direction. Inorder to minimize the vertical lift, the decking bar is mounted abovethe front axle of the towed truck, which is then suspended by mountingthe decking bar to the chassis of the towed truck.

Another technique is disclosed in U.S. Pat. No. 5,873,593. This patentdiscloses a piggyback truck transport system. Using this system, a firsttowing truck mounts a second towed truck on its rear portion. The towedtruck is lifted a substantial distance in a vertical direction, puttinga stress on the truck and also putting the combination load at risk forviolating a vertical height limit. The towed truck is lifted asubstantial distance because its front wheels rest on the rear of thetowing truck, thus elevating the towed truck a considerable distance.This height may limit the route which is taken in delivering the trucks.The height may be lessened by removing the front tires of the towedvehicles, which also adds to the delivery expense.

Trucks may also be transported with equipment and a method disclosed inU.S. Pat. No. 6,120,051. This patent discloses a method in which a firsttruck tows a second, rear-facing truck, using a special beam assembly.In this method, a boom saddle is used in conjunction with the fifthwheel of the towing truck and the fifth wheel or a support mount of thetowed vehicle. The special provisions of the boom saddle allow forlateral and vertical movement of the beam assembly. While this methodworks well, it continues to have the disadvantage of towing a vehiclethat faces rear-ward. Thus, the structure of the towed vehicle must bebraced or buttressed during towing, adding to the cost of the tow. Inaddition, the extra wind resistance of the open rear portion of thetruck detracts significantly from fuel economy during a long tow, suchas from a manufacturer to a customer or dealer.

The invention provides better equipment and a better method for towingtrucks. These and other advantages of the invention, as well asadditional inventive features, will be apparent from the description ofthe invention provided herein.

BRIEF SUMMARY OF THE INVENTION

One embodiment is a front tow extended saddle. The front tow extendedsaddle includes a front portion for interfacing with a saddle mount orfifth wheel, the front portion having two first rails spaced apart anouter first distance between the two first rails. The extended saddlealso includes a middle portion for adapting an elevation of a towedtruck, the middle portion having two second rails spaced apart an innersecond distance and an outer third distance between the two secondrails, and a rear portion for adjustably mounting to an axle and a frameof the towed truck, the rear portion having two third rails spaced aparta fourth inner distance between the two third rails, wherein the frontportion is joined at a first angle to the middle portion and the middleportion is joined to the rear portion at a second angle, the frontportion is configured for mounting to a towing truck and the rearportion is configured for horizontally adjustable, rigid mounting to thetowed truck, the front portion mounting configuration allowing forrotation of the front tow extended saddle with respect to the towingtruck.

Another embodiment provides a front tow extended saddle. The front towextended saddle includes a front portion for interfacing with a saddlemount or fifth wheel, the front portion including a first set of twojoined rails spaced apart an outer first distance, a middle portion foradapting an elevation of a towed truck, the middle portion having asecond set of two joined rails spaced apart an inner second distance andan outer third distance. The front tow extended saddle also includes arear portion having a third set of two joined rails spaced apart aninner fourth distance for adjustably mounting to an axle and a frame ofthe towed truck, wherein the front portion is rotatably joined at afirst angle to the middle portion and the middle portion is rotatablyjoined to the rear portion at a second angle, wherein the front portionis configured for mounting to a towing truck and the rear portion isconfigured for adjustable, rigid mounting to the towed truck, the frontportion mounting allowing for rotation of the front tow extended saddlewith respect to the towing truck, and wherein the first angle and thesecond angle may be the same or may be different.

In yet another aspect, an embodiment is a front tow extended saddle. Thefront tow extended saddle includes a front portion having a first set oftwo spaced apart bars on a first plane for interfacing with a saddlemount or fifth wheel of a towing vehicle, and a rear portion having atleast a second set of two spaced apart bars not on the first plane foradjustably mounting to an axle and a frame of a vehicle to be towed,wherein the front portion is joined at an angle to the rear portion, andwherein the front portion is configured for mounting to the towingvehicle and the rear portion is configured for horizontally-adjustable,rigid mounting to the vehicle to be towed, and wherein the front portionis configured to allow rotation of the front tow extended saddle withrespect to the towing vehicle.

Another embodiment is a method of preparing to tow a forward-facingtowed truck with a towing truck. The method includes a step offurnishing a front tow extended saddle, the front tow extended saddleincluding a front portion of a first set of spaced apart rails forinterfacing with a saddle mount or fifth wheel on the towing truck, amiddle portion of a second set of spaced apart rails for adapting anelevation of the forward-facing towed truck, and a rear portion of athird set of spaced apart rails for adjustably mounting to an axle and aframe of the towed truck, wherein the front portion is joined at a firstangle to the middle portion and the middle portion is joined to the rearportion at a second angle, and wherein the front portion is configuredto allow rotation of the front tow extended saddle with respect to thetowing truck and wherein the rear portion is configured for adjustable,rigid mounting to the forward-facing towed truck. The method alsoincludes mounting the front portion to the towing truck, adjusting ahorizontal position of at least two axle security assemblies, fixedlymounting the rear portion to an axle of the towed truck using the atleast two axle security assemblies, adjusting a horizontal position ofat least two lower security assemblies, and fixedly mounting the rearportion to a body of the towed truck using the at least two lowersecurity assemblies, wherein front wheels of the towed truck areoptionally raised from a ground surface.

Another aspect of the invention is a spacer block assembly. The spacerblock assembly includes an elongated spacer block having inner and outersurfaces, a threaded fastener for positioning within the block, at leastone spacer pad on at least one end of the spacer block or the fastener,and a nut to lock the fastener in position.

Other aspects and advantages of the invention will become more apparentfrom the following detailed description when taken in conjunction withthe accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings incorporated in and forming a part of thespecification illustrate several aspects of the present invention and,together with the description, serve to explain the principles of theinvention. In the drawings:

FIG. 1 is a top view of a first embodiment of a front tow extendedsaddle;

FIG. 2 is a side view of the embodiment of FIG. 1;

FIG. 3 is a top view of a second embodiment of a front tow extendedsaddle;

FIG. 4 is a side view of the embodiment of FIG. 1;

FIG. 5 is an exploded view of a lower security assembly;

FIG. 6 is a front view of a security assembly including a top frameclamp and a lower frame clamp;

FIGS. 7 a and 7 b are front and top views respectively of the top frameclamp of FIG. 6;

FIG. 7 c is an embodiment of a frame spacer useful with embodiments ofthe front tow extended saddle;

FIGS. 8 a and 8 b are front and top view respectively of the lower frameclamp of FIG. 6;

FIG. 9 is a third embodiment of a front tow extended saddle with anoffset axle security clamp;

FIG. 10 is a front view of an offset axle security clamp of FIG. 9;

FIG. 11 is a side view of a method of using the embodiment of FIG. 1;and

FIG. 12 is a perspective view of a self-lubricated king pin and saddleassembly useful for mounting embodiments of the present front towextended saddle

While the invention will be described in connection with certainpreferred embodiments, there is no intent to limit it to thoseembodiments. On the contrary, the intent is to cover all alternatives,modifications and equivalents as included within the spirit and scope ofthe invention as defined by the appended claims.

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS OF THEINVENTION

Embodiments of the present invention are highly useful in transportingtrucks and other vehicles, including new trucks, from one location toanother. While embodiments are most useful in this application, they mayalso be used to transport other vehicles, such as used cars or trucks,from one dealer to another.

As noted above, embodiments of the front tow extended saddle are aimedat safe and economical delivery of vehicles. Accordingly, vehicles towedwith the present embodiments and the present method face forward, theirnormal direction of travel. In this way, there are no additional sideloads or wind loads placed on the vehicles. For instance, many highwayclass 7 and class 8 vehicle have very large aerodynamic cab features,e.g., large fairings designed to deflect the winds encountered in highspeed driving. When a truck with these large surface features is towedwhile facing rear-ward, the beneficial effect of these features is lost.Instead, the aerodynamic features may almost be said to act as athrust-reverser, since the wind is caught in the rear of the cab. Thefeatures and fairings may not be designed for these reversed loads.Thus, in many cases, cabs must be reinforced and buttressed to preventdamage from rear-facing tows at high speed.

In addition, the front tow extended saddle is intended to be aslow-profile as possible, in the sense of minimizing the height of thetowed vehicle. Minimizing the height assures the safest travel overhighways that cross bridges, ramps, and other overpasses. In addition,minimizing the height also minimizes the stress to which the vehicle ortruck is subjected when it is hoisted or lifted into position for thetow. Finally, the front tow extended saddle is intended to function inas economical a manner as possible. The saddle is designed with minimalvertical rise and maximum support of the towed load. One embodiment ispreferably configured so that it may be folded into itself for easiesttransport when it is not being used. This embodiment is preferablyequipped with pivots (sleeves) and locking pins to secure the saddle inplace. Other embodiments may be bolted, welded or otherwise configuredin a permanent configuration that is not able to be folded into itself.

FIGS. 1-2 depict a first embodiment of a front tow extended saddle witha bent configuration that is permanent. Front tow extended saddle 10includes a rear portion 11, a middle portion 12, and a front or forwardportion 13. Rear portion 11 is mounted at a first angle A to middleportion 12, which is mounted at a second angle B to front portion 13.The left and right sides, rails, of each portion are preferably madefrom hollow rectangular tubing, such as 2¾″×6″ hollow structuralsections (HSS), made from ¼″ plate. Other sizes and thicknesses may beused. In this embodiment, rear portion 11 is necessarily wider than theother portions so that rear portion 11 may support the frame rails ofthe towed truck. The sides of rear portion 11 may be secured with crossmembers 18 as shown. Cross members 18 preferably do not interfere withclearances for mounting rear portion 11 to the towed vehicle. The crossmembers may be secured to the left and right sides by welding or otherstructural assembly method. In one embodiment, the rails of rear portion11 are about 48 to 56 inches long and are spaced apart about 30-32inches (inner distance). As may also be seen in FIG. 2, rear and frontportions 11, 13 are parallel to each other, while each of rear, middle,and front portions 11, 12, 13 is on a different plane.

Middle portion 12 is also preferably made from left and right sides ofhollow rectangular tubing, secured to each other by cross member 12 a,preferably by welding. Middle portion 12 may be narrower than rearportion 11, and may be wider than front portion 13. In one embodiment,the rails of middle portion 12 are about 36-40 inches long and arespaced apart to that their outer width (distance on the outer sides ofthe rails) is slightly less than the inner distance between the rails ofthe rear portion.

Front portion 13 is narrower yet than middle section 12, and frontportion 13 includes left and right sides made from hollow structuralsections as described above. The sides are secured to each other bycross members 19. In one embodiment, the rails of front portion 13 areabout 34-38 inches long and are separated such that the outer distancebetween the rails is just less than the inner distance of the rails ofmiddle portion 12. The hollow tubing used for the rails in someembodiments is about 6 inches high and about 2¾ inches wide. In theseembodiments, each successive pair of rails is about 5½ inches, or alittle more clearance for easier handling, narrower or wider than thenext pair. The front portion also includes a mount 14 for securing tothe towing vehicle. In this embodiment, the rear, middle, and frontportions are preferably rigidly assembled to each other by welding.Other methods, such as fasteners, may also be used. Mount 14 includes aking pin for directly mounting to a fifth wheel of the towing vehicle,also allowing for rotation of the extended saddle with respect to thetowing vehicle. A small amount of rotation is desirable in order toallow the towed vehicle to more easily accomplish turns during thetowing procedure.

Rear portion 11 of front tow extended saddle 10 mounts the towed truckusing security assemblies that attach to the towed truck frame and axlesecurity assemblies that attach to the front axle(s) of the towed truck.Accordingly, the left and right side rails of rear portion 11 include aplurality of mounting holes 17. The placement of the holes allows theuser to select the most appropriate pattern for mounting to a particularvehicle. It is understood that the embodiments described herein areapplicable to class 7 and 8 over-the-road trucks, although othervehicles may also be towed using these embodiments. These trucks mayvary in their configurations, i.e., a standard front axle, placed about40″ from the front of the truck, or a set-back axle, 43-46″ from thefront. The axle itself may be a standard axle, with an I-beam crosssection, or may be a Henderickson axle, with a cross section shaped morelike a square. The positions of the lower security assemblies, attachingto the frame, and the axle security assemblies, attaching to the axle,should be horizontally adjustable with respect to rear portion 11 toaccommodate these differences.

Another embodiment of a front tow extended saddle is depicted in FIGS.3-4. In this embodiment, economy of operation is emphasized, because thefront tow extended saddle 30 is made foldable or collapsible byincorporating pivots between the three portions, rear portion 31, middleportion 32, and front portion 33. Rear portion 31 is preferably madefrom hollow structural sections, such as hollow square tubing, the leftand right sides preferably secured with at least one cross member 43,the cross member placed so that it does not interfere with placement ofthe lower security assemblies 36 or axle security assemblies 35, whichmay be similar to those described above. Rear portion 31 mounts the axlesecurity assemblies and lower security assemblies using a plurality ofmounting apertures 37. The security assemblies are preferably mounted torear portion 31 using the apertures and bolts (not shown). There arealso apertures for insertion of locking pins 40.

Middle portion 32 is pivotally secured to rear portion 31 by a pivotingsleeve 38 and is collapsibly secured by locking pins 40. Middle portion32 is pivotally secured to front portion 33 by a pivoting sleeve 39 andis collapsibly secured by locking pins 41. In addition to the pivotingsleeve, each pivot may also include a solid pivot pin within the sleeveto insure the strength of the pivot during towing operations. The fronttow extended saddle is secured by locking pins 40, 41 when the saddle isintended for towing a truck. In the extended position, front and rearportions 33, 31 are preferably parallel, i.e., parallel to each other.

After the tow is complete, saddle 30 may be collapsed or folded byremoving the locking pins and using the pivoting sleeves to fold thesaddle into a much smaller space for a return trip. For instance, if twotrucks are being delivered, one towing and one towed, the front towextended saddle may be returned in a pick-up truck or much smallervehicle, rather than waiting for a return trip by a large truck. Becauseof the much smaller volume of the folded saddle, it is possible toreturn several of the folded saddles in a single return trip, by eithera large truck or a smaller truck capable of handling the load.

For this reason, in a preferred embodiment, the outer width of themiddle portion is less than an inner width of the rear portion, and theouter width of the front portion is less than an inner width of themiddle portion. In other embodiments, there may be only a singlecollapsible or pivoting joint, e.g., there may be an embodiment in whichan inner width of the middle portion is less than an outer width of thefront portion, and there is only a forward pivoting junction between themiddle and front portions. There may also be another embodiment in whichan outer width of the middle portion is less than an inner width of therear portion and there is only a single pivoting point, a rear pivotingjunction between the rear and middle portions.

In the preferred embodiment, the left and right rails of middle portion32 are joined by cross member 46, and the left and right rails include aplurality of apertures for insertion of locking pins 41. Front portion33 includes left and right rails or sides that are secured to each otherwith cross members 44. Front portion 33 also includes mount 34 formounting to the towing vehicle. Mount 44 in this embodiment is an I-beamconfiguration for mounting via J-claws into a saddle mount, such asshown in FIG. 12, and disclosed in U.S. Pat. No. 6,109,642, which ishereby incorporated by reference in its entirety, as though each pageand figure of the '642 patent were set forth in full in this patent. Thesaddle mount is preferably secured to the towing truck and the front towextended saddle is then secured to the saddle mount. The extended fronttow saddle mount may have a fifth wheel pin or a king pin for directinsertion into a fifth wheel, and also allowing for rotation. A smallamount of rotation is desirable in order to allow the towed vehicle tomore easily accomplish turns and maneuvering during the towingprocedure.

The front tow extended saddle is secured to the frame of the truck withpreferably at least four lower security assemblies. As is well known,truck frames include large, long C-shaped steel members, known generallyas channels. The towed truck is mounted to the saddle by two lowersecurity assemblies mounted to a channel on the left side of the truckand two lower security assemblies mounted to a channel on the right sideof the truck. A lower security assembly 16 is depicted in FIGS. 5 a and5 b. The assembly includes a central structural portion 51, preferably amain hollow structural section 51 and a peripheral flange 52. Flange 52may be mounted to main section 51 by welding and by webs 54. Webs 54 arepreferably sufficiently wide to reinforce the joint and sufficientlynarrow so as not to interfere when a user tightens the nuts around thethreaded portions of two U-bolts 50. Flange 52 includes apertures 53.U-bolts 50 are mounted around the truck channel and are extended throughapertures 53, and are then tightened with the nuts, vertically securingassembly 16 to the rear portion of the front tow extended saddle.Assembly 16 is locked into place horizontally to the rear portion bypins inserted through apertures 57 in the security assembly andapertures 17, 37, in the front tow extended saddles 10, 30, 90. Axlesecurity assemblies 15 are similar in structure to the lower securityassemblies.

In some instances, it is difficult to place a U-bolt around a channel orframe of the vehicle to be towed. This may occur because of lack ofclearance or merely awkward placement of engine components 55 in theengine compartment. In these instances, it may be convenient to useadditional clamps and straight bolts, in place of the normal,straight-forward U-bolts, in addition to a lower security assembly. Onesuch situation is depicted in FIG. 6. Security assembly 60 includes alower frame clamp 61, an optional top frame clamp 62, lower securityassembly 16, first and second bolts 67, 68, and securing nuts 69. Inuse, the user places lower frame clamp 61 around truck frame channel 56.As may be seen more clearly in FIGS. 8 a and 8 b, assembly 60 willpreferably include two top frame clamps, a single lower frame clamp 61,two first and second bolts 67, 68, with their nuts, and a single lowersecurity assembly 15.

In this embodiment, viewed from the front of the towed vehicle (notshown), lower frame clamp 61 is mounted on the left side of the towedvehicle and the frame clamp is open on the left side, allowing the lowerflange of channel 56 to enter clamp 61. Mounted on the same open, leftside is top frame clamp 62, which is mounted to a convenient structuralhard point, such as a top frame rail flange. Top frame clamp 62 is thensecured to lower frame clamp 61 and lower security assembly 15 by longerbolt 67 and nut 69. On the other side, lower frame clamp 61 is securedto lower security assembly 15 by shorter bolt 68 and nut 69. Theassemblies are preferably mounted so that frame 56 cannot escape lowerframe clamp 61 during the normal stresses and loads encountered during arelatively high-speed tow over a long distance.

Top frame clamp 62 and lower frame clamp 61 are shown in greater detailin FIGS. 7 a-7 b and FIGS. 8 a-8 b, and are further explained here. Topclamp 62, shown in FIGS. 7 a-7 b, is intended to mount to a structuralpoint and help secure the towed vehicle. Clamp 62 is a single structuralpiece that includes a top portion 63, a lower bolt-mounting portion 64,and reinforcing webs 66. There is also an aperture 65 for a bolt to passthrough. Top portion 63 is rounded to form about a 180° curve preferablyhaving a 1½ inch diameter. Lower frame clamp 61, FIGS. 8 a-8 b, is alsoa single structural piece that is preferably, but not necessarily madefrom several components. Mounting plate 81 is made from a rectangularpiece of steel, shorter in the direction of truck travel, as shown, andincludes apertures 82 for bolts. Clamp lower jaw 83 is preferablyintegral with or welded or otherwise secured to mounting plate 81. Lowerjaw 83 is also preferably integral with jaw web 84 and upper jaw 85,leaving area 86 open for engaging a frame member of a truck.

One method of using the front tow extended saddle includes a way topreserve the dimensional integrity of the truck frame elements,typically made with a C-channel cross-section as shown in FIG. 6. Themethod uses an inner frame spacer block assembly 70, as depicted in FIG.7 c, to reinforce the truck frame elements. A spacer block 71 ispreferably about 8-10 inches in height, depending on the distancebetween the inner flange surfaces of the channel, and may be about 2inches square to 4 inches square, or may alternately have a rectangularcross section. Other heights and cross sections may be used. The spacerblock is preferably threaded on its inner surface to accommodate anexpansion bolt 75 for adjusting an overall height of the assembly. Bolt75 preferably has an expansion pad 73 on its upper surface to spread theload that is imposed when the spacer block assembly is inserted betweenflanges and tightened.

Optionally, there may also be an expansion pad 72 on the opposite sideof spacer block 71. The spacer block assembly is placed between theflanges and the height adjusted by threading bolt 75 further into or outof block 71. When the height adjustment is correct, expansion adjustmentnut 74 is tightened. One or more inner frame spacer block assemblies maybe used to preserve the dimensional integrity of the truck framecomponents, such as channels. The inner frame spacer block assembly mayalso be used with structural members having cross section of differentshapes, such as I-beams.

It is understood that the front tow extended saddle described herein mayhave many embodiments and may be used in many ways. Another embodimentof a front tow extended saddle is depicted in FIGS. 9 and 10. In thisembodiment, front tow extended saddle 90 is equipped with two offsetaxle security assemblies 97. This embodiment is used for applications inwhich symmetrical axle security members 15, described above, will notfit the truck for which a front tow is desired. Extended saddle 90includes rear portion 91, middle portion 92, and front portion 93.Middle portion 92 is preferably pivotally mounted to rear portion 91 andfront portion 93 by pivot pins 94, 95, as described above. Lowersecurity assemblies 96 are used to secure rear portion 91 to the truckframe, each using two inverted U-bolts and nuts, as are offset axlesecurity assemblies 97.

Each offset axle security member 97 includes a mounting portion 97 a,flange 98, apertures 99, and a reinforcing web 97 c. Inner portion 97 bof flange 98 includes apertures 97 d for the mounting U-bolts. Mountingportion 97 a is preferably made from hollow square or rectangular tubingand, similar to the other security assemblies, has inner dimensions thatallow security member 97 to slide along the rails of rear portion 91.Flange 98 is preferably welded or otherwise rigidly secured to mountingportion 97 a, as is reinforcing web 97 c. Web 97 c is preferably ¼″steel plate and is wide enough to act as an excellent reinforcingmember, and narrow enough so as not to interfere with tightening thenuts on the U-bolts. It is understood that the lower security membersand the axle security members may take on a number of forms in theembodiments of the front tow extended saddle, not all of which aredepicted herein simply because of their multiplicity.

FIGS. 11-12 depict a use for the front tow extended saddle 10. A firsttruck T1, a towing truck, is preferably equipped with a fifth wheel 101or a saddle mount 110 as described above. If the towing truck has afifth wheel, a fifth wheel pin 105 on the front tow extended saddle ismounted to the fifth wheel 101, allowing for rotation during transport.If the towing truck does not have a fifth wheel, saddle mount 110 may bemounted on the towing truck to connect the front tow extended saddle.Saddle mount 110 includes a saddle body 112, a saddle head surface plate114, a saddle head 116, kingpin 118, and J-claws 120 for grasping themounting portion 14 of front tow extended saddle 10. The rear portion offront tow extended saddle 10 is then attached to towed truck T2.

Embodiments are not limited to a single towed truck, since more than onetruck may be towed, so long as the total length limitation for acombination of towing and towed vehicles, currently 97 feet, is notexceeded. As depicted in FIG. 11, the front tow extended saddle 10allows for adjusting the distance between the towed vehicle and thetowing vehicle, allowing a somewhat greater distance between thevehicles than the prior art. In either embodiment, with a fifth wheel ora saddle mount, the front axle of the truck being towed, and thus thefront wheels, are lifted off the ground only about 8-12 inches, thusminimizing any height increase of the vehicle being towed.

The embodiments described above are only a few of the many possibleconfigurations and uses of the front tow extended saddle. The angledconstruction disclosed is very useful for mounting a towed truck to atowing truck while minimizing the increase of height of the towedvehicle. The preferred mounting is to lift the front wheels of the towedvehicle off the ground, thus minimizing wear and stress on the towedvehicle while maximizing control by the towing vehicle. If desired, allwheels of the towed vehicle can remain on the ground during towing, butlifting the front wheels off the ground is the preferred method.

All references, including publications, patent applications, and patentscited herein are hereby incorporated by reference to the same extent asif each reference were individually and specifically indicated to beincorporated by reference and were set forth in its entirety herein.

The use of the terms “a” and “an” and “the” and similar referents in thecontext of describing the invention (especially in the context of thefollowing claims) is to be construed to cover both the singular and theplural, unless otherwise indicated herein or clearly contradicted bycontext. The terms “comprising,” “having,” “including,” and “containing”are to be construed as open-ended terms (i.e., meaning “including, butnot limited to,”) unless otherwise noted. Recitation of ranges of valuesherein are merely intended to serve as a shorthand method of referringindividually to each separate value falling within the range, unlessotherwise indicated herein, and each separate value is incorporated intothe specification as if it were individually recited herein. All methodsdescribed herein can be performed in any suitable order unless otherwiseindicated herein or otherwise clearly contradicted by context. The useof any and all examples, or exemplary language (e.g., “such as”)provided herein, is intended merely to better illuminate the inventionand does not pose a limitation on the scope of the invention unlessotherwise claimed. No language in the specification should be construedas indicating any non-claimed element as essential to the practice ofthe invention.

Preferred embodiments of this invention are described herein, includingthe best mode known to the inventors for carrying out the invention.Variations of those preferred embodiments may become apparent to thoseof ordinary skill in the art upon reading the foregoing description. Theinventors expect skilled artisans to employ such variations asappropriate, and the inventors intend for the invention to be practicedotherwise than as specifically described herein. Accordingly, thisinvention includes all modifications and equivalents of the subjectmatter recited in the claims appended hereto as permitted by applicablelaw. Moreover, any combination of the above-described elements in allpossible variations thereof is encompassed by the invention unlessotherwise indicated herein or otherwise clearly contradicted by context.

1. A front tow extended saddle, comprising: a front portion comprising afirst set of two spaced apart bars on a first plane for interfacing witha saddle mount or with a fifth wheel of a towing vehicle; and a rearportion comprising at least a second set of two spaced apart bars not onthe first plane for adjustably mounting to an axle and a frame of saidvehicle to be towed and supporting said frame, wherein the front portionis joined at an angle to the rear portion, and wherein the front portionis configured for mounting to the towing vehicle and the rear portion isconfigured for horizontally-adjustable, rigid mounting to the vehicle tobe towed, and wherein the front portion is configured to allow rotationof the front tow extended saddle with respect to the towing vehicle; andwherein the rear portion comprises a middle section comprising a secondset of two spaced apart bars, the middle section rotatably joined to thefront portion with a first pivot; and a rear section, and the rearportion also comprises a rear section comprising a third set of spacedapart bars, the rear section rotatably joined to the middle section witha second pivot, and further comprising apertures and locking pins forpreventing rotation of the front portion to the rear portion and forpreventing rotation of the rear section to the middle section.
 2. Amethod of preparing to tow a forward-facing towed truck with a towingtruck, the method comprising: furnishing a front tow extended saddleaccording to claim 1; mounting the front portion to the towing truck;adjusting a horizontal position of at least two axle securityassemblies; fixedly mounting the rear portion to an axle of the towedtruck using the at least two axle security assemblies; adjusting ahorizontal position of at least two lower security assemblies; andfixedly mounting the rear portion to a body of the towed truck using theat least two lower security assemblies, wherein front wheels of thetowed truck are optionally raised from a ground surface and wherein saidrear portion supports said body.
 3. The method of claim 2, furthercomprising a step of towing the forward-facing towed truck using thefront tow extended saddle.
 4. The method of claim 2, further comprisingreinforcing a truck structural member by placing at least one innerframe spacer block assembly within said truck structural member.